The cost of the equipment.It is the sinews of war: to provide service high speed must have trains. The finding may seem mundane but takes a particular relief considering the investment necessary for a fleet of trains. Unlike the air world, there is no market for the opportunity of the TGV via leasing companies. It should be hand to the portfolio! The addition may be quickly enough salt. For a year, Air France thus explored the possibility to start with Veolia on high-speed niche. According to some indiscretions, it was planned to begin with a park of 40trains. A 2007 of EUR unit, it was an investment of 1milliard, hardly possible in times of crisis. Many experts believe it takes about thirty oars to launch with a chance of success on the market of the TGV. Unless one day SNCF changed strategy and decided to hire its own trains, this means almost positive of initial investment.
A very limited market.The opening to competition this Sunday is an important symbolic step for the rail world. In fact, this liberalization is still very limited. Are indeed concerned that international links, the purely domestic routes remaining under the monopoly of the SNCF. "The only option available is the coasting trade at the start of a foreign city." However, this appears even more complicated in the case of the train of the aircraft, having regard to the provision of the rail network. "All I can do is Brussels-Euro Disney-Nantes, but will not complete a train every day", recently lamented the pattern of Air France-KLM, Pierre - Henri Gourgeon ("Les Echos" of the 23septembre). Experts believe that the international represents only 30 of the SNCF TGV traffic, and not necessarily the most profitable. Thus Eurostar: commercial success is undeniable, but the English side has never won money in fifteen years of existence, including through tolls very high so far. Another difficulty on the Paris-London, probably the most important rail link in Europe: the constraints of safety in the tunnel requires specific trains, therefore more expensive.
The great blur on result of liberalization. With domestic flights greatly competed by the TGV, Air France has every reason to offer a rail. "But, given the lack of visibility, there is no emergency", reply Pierre-Henri Gourgeon. No date is indeed still was stopped for the total liberalisation of the market lines and access to the most cost-effective, as domestic lines Paris-Lyon. Guillaume Pepy, the President of the SNCF, said that "this should probably arrive in 2013-2014". But the European Commission that a hand on this dossier - has not yet decided. Another unknown, this openness to competition conditions: depending on whether you choose a system of "Open Access" (total opening, with possible compensation for the historical operator for mission planning) or a system of franchises line by line, the economic model is quite different.
The SNCF, a formidable competitor.The railway was not discovered Sunday competition: in reality, its TGV face planes for years and it is not to be ashamed of the comparison. The train thus holds a market share of 70 on Paris-Bordeaux, almost 85 on Paris-Marseille, and 97 on Paris-Lyon! Very criticized by consumers, the tariff policy of the SNCF is not less than formidable efficiency: TGV thus reached approximately 800millions euros of margin last year, with trains to 77 (compared to 50 of the Deutsche Bahn in Germany). What discourage less well armed competitors.
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